曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
limitation. As a result, the pilot must fly the aircraft more attentively to avoid inadvertently
exceeding the normal limits.
Alternate law reduces VMO to 320 kt to restore a normal aircraft speed margin in case of
upset. This is not necessary in the Mach range, because the margin there is, in any case,
conventional.
At low speed the change in the speed scale is very noticeable. VLS remains, but Vα PROT and
Vα MAX disappear, replaced by a single black and red strip the top of which is stall warning
speed. Unlike VLS which is stable, VSW is g sensitive so as to give additional margin in turns.
As mentioned above, ALTERNATE reverts to DIRECT law for landing when the flight crew
lowers the landing gear.
ROLL
Roll control is direct. The rate of roll is generally higher than with normal law and at first the
aircraft appears to be very sensitive.
Bank stability and protections are no longer active and the flight crew should take care to stay
within normal limits.
A318/A319/A320/A321 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
FLIGHT CONTROLS (FLYING CONDITIONS) - ABNORMAL OPERATIONS
A318/A319/A320/A321 FLEET PRO-SUP-27-30 P 5/6
FCOM 19 AUG 10
DIRECT LAW
Normally direct law in pitch is transitory, due to undetected failures of, for example, a second IRS.
Once the flight crew has isolated the failed system, it can reset the ELACs to acquire alternate law
in pitch.
When the system goes into direct law, “USE MAN PITCH TRIM” appears on the PFDs. This
message flashes for 5 s, then becomes steady.
The pilot should use small control inputs when the aircraft is in direct law at high speed, because
the controls are powerful. Good trimming in pitch is required.
The pilot should avoid using large thrust changes or sudden speedbrake movements, particularly if
the center of gravity is aft. If the speedbrakes are out and the aircraft has been retrimmed, the pilot
should retract the speedbrakes gently, giving time to retrim so as to avoid a large nose-down trim
change.
The flight crew must fly the aircraft carefully at all times. Control is precise, but there are no
protections.
The aural stall warning for alternate law also serves direct law, and the technique for recovery is
the same.
Any tendency to roll stick free can be corrected by conventional use of rudder. Residual rudder
forces can be trimmed out by using rudder trim in the direction of the applied force.
After trimming, the sideslip index will be slightly displaced from center. With some failure
conditions the asymmetric rolling tendency may be increased. It will always be possible to trim the
aircraft to fly straight, hands off. There may then be an asymmetry in roll response, but the roll rate
achieved is always adequate.
Landing in direct law is like landing a conventional aircraft. Trim changes to compensate for
configuration changes are small, as is the trim change with speed change. Trim change with a
large thrust change is quite large, so the pilot should make smooth thrust changes. The flare
height for landing is the same (Refer to PRO-NOR-SOP-22-A Landing - Flare) , and the pilot uses
conventional techniques. (The controls remain light and powerful).
Pilots have landed this aircraft in direct law in moderate to heavy turbulence with gusting winds
without undue difficulty.
Direct law works with or without the yaw damper. The aircraft is always convergent in dutch roll, so
if an oscillation begins it will stop itself if not excited. To stop dutch roll the pilot should use lateral
inputs, not rudder.
A318/A319/A320/A321 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
FLIGHT CONTROLS (FLYING CONDITIONS) - ABNORMAL OPERATIONS
Intentionally left blank
A318/A319/A320/A321 FLEET PRO-SUP-27-30 P 6/6
FCOM 19 AUG 10
A318/A319/A320/A321 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
FLIGHT CONTROLS (FLYING CONDITIONS)
- THE PROTECTION SYSTEMS
A318/A319/A320/A321 FLEET PRO-SUP-27-40 P 1/6
FCOM 19 AUG 10
GENERAL
Applicable to: ALL
The aircraft has a comprehensive flight envelope protection system.
This system increases safety if the pilot has to make an extreme maneuver or the aircraft enters a
very violent meteorological situation.
In either of these situations, the pilot can make full sidestick inputs in normal laws at any speed. The
rudder is not protected in this way, but is not normally used during symmetrical flight.
The pilot will never see any aspect of this envelope protection take effect as long as he flies the
aircraft normally.
Note: The normal flight envelope is not different from that of a conventional aircraft, and is defined
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：
A320机组操作手册FLIGHT CREW OPERATING MANUAL 14(81)
